Gas turbine engine with high speed low pressure turbine section and bearing support features

ABSTRACT

A gas turbine engine includes a very high speed low pressure turbine such that a quantity defined by the exit area of the low pressure turbine multiplied by the square of the low pressure turbine rotational speed compared to the same parameters for the high pressure turbine is at a ratio between about 0.5 and about 1.5. The high pressure turbine is supported by a bearing positioned at a point where the first shaft connects to a hub carrying turbine rotors associated with the second turbine section.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation-in-part of U.S. patent applicationSer. No. 13/363,154, filed on Jan. 31, 2012 and entitled “Gas TurbineEngine With High Speed Low Pressure Turbine Section.”

BACKGROUND OF THE INVENTION

This application relates to a gas turbine engine wherein the lowpressure turbine section is rotating at a higher speed and centrifugalpull stress relative to the high pressure turbine section speed andcentrifugal pull stress than prior art engines.

Gas turbine engines are known, and typically include a fan deliveringair into a low pressure compressor section. The air is compressed in thelow pressure compressor section, and passed into a high pressurecompressor section. From the high pressure compressor section the air isintroduced into a combustion section where it is mixed with fuel andignited. Products of this combustion pass downstream over a highpressure turbine section, and then a low pressure turbine section.

Traditionally, on many prior art engines the low pressure turbinesection has driven both the low pressure compressor section and a fandirectly. As fuel consumption improves with larger fan diametersrelative to core diameters it has been the trend in the industry toincrease fan diameters. However, as the fan diameter is increased, highfan blade tip speeds may result in a decrease in efficiency due tocompressibility effects. Accordingly, the fan speed, and thus the speedof the low pressure compressor section and low pressure turbine section(both of which historically have been coupled to the fan via the lowpressure spool), have been a design constraint. More recently, gearreductions have been proposed between the low pressure spool (lowpressure compressor section and low pressure turbine section) and thefan.

SUMMARY

In a featured embodiment, a turbine section of a gas turbine engine hasa fan drive turbine section and a second turbine section. The fan driveturbine section has a first exit area at a first exit point and isconfigured to rotate at a first speed. The second turbine section has asecond exit area at a second exit point and is configured to rotate at asecond speed, which is faster than the first speed. A first performancequantity is defined as the product of the fan drive turbine's speedsquared and the fan drive turbine's exit area. A second performancequantity is defined as the product of the second speed squared and thesecond area. A ratio of the first performance quantity to the secondperformance quantity is between about 0.5 and about 1.5. The secondturbine section drives a shaft which is mounted on a bearing on an outerperiphery of the first shaft at a location upstream of a point where thefirst shaft connects to a hub carrying turbine rotors associated withsaid second turbine section.

In another embodiment according to the previous embodiment, the ratio isabove or equal to about 0.8.

In another embodiment according to any of the previous embodiments, thefan drive turbine section has at least 3 stages.

In another embodiment according to any of the previous embodiments, thefan drive turbine section has up to 6 stages.

In another embodiment according to any of the previous embodiments, thesecond turbine section has 2 or fewer stages.

In another embodiment according to any of the previous embodiments, apressure ratio across the first fan drive turbine section is greaterthan about 5:1.

In another embodiment according to any of the previous embodiments, asecond shaft associated with the fan drive turbine is supported by asecond bearing at an end of the second shaft, and downstream of the fandrive turbine.

In another embodiment according to any of the previous embodiments, thefan drive turbine and second turbine sections are configured to rotatein opposed directions.

In another embodiment according to any of the previous embodiments,there is no mid-turbine frame positioned intermediate the fan driveturbine and second turbine sections.

In another featured embodiment, a gas turbine engine has a fan, acompressor section in fluid communication with the fan, a combustionsection in fluid communication with the compressor section, and aturbine section in fluid communication with the combustion section. Theturbine section includes a fan drive turbine section and a secondturbine section. The fan drive turbine section has a first exit area ata first exit point and is configured to rotate at a first speed. Thesecond turbine section has a second exit area at a second exit point andis configured to rotate at a second speed, which is higher than thefirst speed. A first performance quantity is defined as the product ofthe fan drive turbine's speed squared and the fan drive turbine's area.A second performance quantity is defined as the product of the secondturbine's speed squared and the second turbine's area. A ratio of thefirst performance quantity to the second performance quantity is betweenabout 0.5 and about 1.5. The second turbine section drives a shaft whichis mounted on a bearing on an outer periphery of the first shaft at alocation upstream of a point where the first shaft connects to a hubcarrying turbine rotors associated with said second turbine section.

In another embodiment according to the previous embodiment, the ratio isabove or equal to about 0.8.

In another embodiment according to any of the previous embodiments, thecompressor section includes a first and second compressor sections. Thefan drive turbine section and the first compressor section areconfigured to rotate in a first direction. The second turbine sectionand the second compressor section and are configured to rotate in asecond opposed direction.

In another embodiment according to any of the previous embodiments, agear reduction is included between the fan and a low spool driven by thefan drive turbine section such that the fan is configured to rotate at alower speed than the fan drive turbine section.

In another embodiment according to any of the previous embodiments, thefan rotates in the second opposed direction.

In another embodiment according to any of the previous embodiments, asecond shaft associated with the fan drive turbine is supported by asecond bearing at an end of the second shaft, and downstream of the fandrive turbine.

In another embodiment according to any of the previous embodiments, athird bearing supports the second compressor section on an outerperiphery of the first shaft driven by the second turbine section.

In another embodiment according to any of the previous embodiments, afourth bearing is positioned adjacent the first compressor section, andsupports an outer periphery of the second shaft which is configured torotate with the fan drive turbine section.

In another embodiment according to any of the previous embodiments,there is no mid-turbine frame positioned intermediate the first andsecond turbine sections.

In another featured embodiment, a gas turbine engine has a fan, acompressor section in fluid communication with the fan, a combustionsection in fluid communication with the compressor section, and aturbine section in fluid communication with the combustion section. Theturbine section includes a fan drive turbine section and a secondturbine section. The fan drive turbine section has a first exit area ata first exit point and is configured to rotate at a first speed. Asecond turbine section has a second exit area at a second exit point andis configured to rotate at a second speed, which is higher than thefirst speed. A first performance quantity is defined as the product ofthe first speed squared and the first area. A second performancequantity is defined as the product of the second speed squared and thesecond area. A ratio of the first performance quantity to the secondperformance quantity is between about 0.8 and about 1.5. The compressorsection includes first and second compressor sections. The fan driveturbine section and the first compressor section will rotate in a firstdirection and the second turbine section and the second compressorsection will rotate in a second opposed direction. A gear reduction isincluded between the fan and first compressor section, such that the fanwill rotate at a lower speed than the fan drive turbine section, androtate in the second opposed direction.

In another embodiment according to the previous embodiment, a gear ratioof the gear reduction is greater than about 2.3.

These and other features of this disclosure will be better understoodupon reading the following specification and drawings, the following ofwhich is a brief description.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a gas turbine engine.

FIG. 2 schematically shows the arrangement of the low and high spool,along with the fan drive.

FIG. 3 shows a schematic view of a mount arrangement for an engine suchas shown in FIGS. 1 and 2.

DETAILED DESCRIPTION

FIG. 1 schematically illustrates a gas turbine engine 20. The gasturbine engine 20 is disclosed herein as a two-turbine turbofan thatgenerally incorporates a fan section 22, a compressor section 24, acombustor section 26 and a turbine section 28. Alternative engines mightinclude an augmentor section (not shown) among other systems orfeatures. The fan section 22 drives air along a bypass flow path B whilethe compressor section 24 drives air along a core flow path C forcompression and communication into the combustor section 26 thenexpansion through the turbine section 28. Although depicted as aturbofan gas turbine engine in the disclosed non-limiting embodiment, itshould be understood that the concepts described herein are not limitedto use with turbofans as the teachings may be applied to other types ofturbine engines including three-turbine architectures.

The engine 20 generally includes a low speed spool 30 and a high speedspool 32 mounted for rotation about an engine central longitudinal axisA relative to an engine static structure 36 via several bearing systems38. It should be understood that various bearing systems 38 at variouslocations may alternatively or additionally be provided.

The low speed spool 30 generally includes an innermost shaft 40 thatinterconnects a fan 42, a low pressure (or first) compressor section 44and a low pressure (or first) turbine section 46. Note turbine section46 will also be known as a fan drive turbine section. The inner shaft 40is connected to the fan 42 through a geared architecture 48 to drive thefan 42 at a lower speed than the low speed fan drive turbine 46. Thehigh speed spool 32 includes a more outer shaft 50 that interconnects ahigh pressure (or second) compressor section 52 and high pressure (orsecond) turbine section 54. A combustor 56 is arranged between the highpressure compressor section 52 and the high pressure turbine section 54.As used herein, the high pressure turbine section experiences higherpressures than the low pressure turbine section. A low pressure turbinesection is a section that powers a fan 42. The inner shaft 40 and theouter shaft 50 are concentric and rotate via bearing systems 38 aboutthe engine central longitudinal axis A which is collinear with theirlongitudinal axis.

The core airflow C is compressed by the low pressure compressor section44 then the high pressure compressor section 52, mixed and burned withfuel in the combustor 56, then expanded over the high pressure turbinesection 54 and low pressure turbine section 46.

The engine 20 in one example is a high-bypass geared aircraft engine.The bypass ratio is the amount of air delivered into bypass path Bdivided by the amount of air into core path C. In a further example, theengine 20 bypass ratio is greater than about six (6), with an exampleembodiment being greater than ten (10), the geared architecture 48 is anepicyclic gear train, such as a planetary gear system or other gearsystem, with a gear reduction ratio of greater than about 2.3 and thelow pressure turbine section 46 has a pressure ratio that is greaterthan about 5. In one disclosed embodiment, the engine 20 bypass ratio isgreater than about ten (10:1), the fan diameter is significantly largerthan that of the low pressure compressor section 44, and the lowpressure turbine section 46 has a pressure ratio that is greater thanabout 5:1. In some embodiments, the high pressure turbine section mayhave two or fewer stages. In contrast, the low pressure turbine section46, in some embodiments, has between 3 and 6 stages. Further the lowpressure turbine section 46 pressure ratio is total pressure measuredprior to inlet of low pressure turbine section 46 as related to thetotal pressure at the outlet of the low pressure turbine section 46prior to an exhaust nozzle. The geared architecture 48 may be anepicycle gear train, such as a star gear system or other gear system,with a gear reduction ratio of greater than about 2.5:1. It should beunderstood, however, that the above parameters are only exemplary of oneembodiment of a geared architecture engine

A significant amount of thrust is provided by the bypass flow B due tothe high bypass ratio. The fan section 22 of the engine 20 is designedfor a particular flight condition—typically cruise at about 0.8 Mach andabout 35,000 feet. The flight condition of 0.8 Mach and 35,000 ft, withthe engine at its best fuel consumption—also known as “bucket cruiseThrust Specific Fuel Consumption (“TSFC”). TSFC is the industry standardparameter of the rate of 1 bm of fuel being burned per hour divided by 1bf of thrust the engine produces at that flight condition. “Low fanpressure ratio” is the ratio of total pressure across the fan bladealone, before the fan exit guide vanes. The low fan pressure ratio asdisclosed herein according to one non-limiting embodiment is less thanabout 1.45. “Low corrected fan tip speed” is the actual fan tip speed inft/sec divided by an industry standard temperature correction of [(RamAir Temperature deg R)/518.7)̂0.5]. The “Low corrected fan tip speed” asdisclosed herein according to one non-limiting embodiment is less thanabout 1150 ft/second. Further, the fan 42 may have 26 or fewer blades.

An exit area 400 is shown, in FIG. 1 and FIG. 2, at the exit locationfor the high pressure turbine section 54 is the annular area of the lastblade of turbine section 54. An exit area for the low pressure turbinesection is defined at exit 401 for the low pressure turbine section isthe annular area defined by the last blade of that turbine section 46.As shown in FIG. 2, the turbine engine 20 may be counter-rotating. Thismeans that the low pressure turbine section 46 and low pressurecompressor section 44 rotate in one direction (“−”), while the highpressure spool 32, including high pressure turbine section 54 and highpressure compressor section 52 rotate in an opposed direction (“+”). Thegear reduction 48, which may be, for example, an epicyclic transmission(e.g., with a sun, ring, and star gears), is selected such that the fan42 rotates in the same direction (“+”) as the high spool 32. With thisarrangement, and with the other structure as set forth above, includingthe various quantities and operational ranges, a very high speed can beprovided to the low pressure spool. Low pressure turbine section andhigh pressure turbine section operation are often evaluated looking at aperformance quantity which is the exit area for the turbine sectionmultiplied by its respective speed squared. This performance quantity(“PQ”) is defined as:

PQ _(ltp)=(A _(lpt) ×V _(lpt) ²)  Equation 1

PQ _(hpt)=(A _(hpt) ×V _(hpt) ²)  Equation 2

where A_(lpt) is the area of the low pressure turbine section at theexit thereof (e.g., at 401), where V_(lpt) is the speed of the lowpressure turbine section, where A_(hpt) is the area of the high pressureturbine section at the exit thereof (e.g., at 400), and where V_(hpt) isthe speed of the low pressure turbine section.

Thus, a ratio of the performance quantity for the low pressure turbinesection compared to the performance quantify for the high pressureturbine section is:

(A _(lpt) ×V _(lpt) ²)/(A _(hpt) ×V _(hpt) ²)=PQ _(ltp/) PQ _(hpt)  Equation 3

In one turbine embodiment made according to the above design, the areasof the low and high pressure turbine sections are 557.9 in² and 90.67in², respectively. Further, the speeds of the low and high pressureturbine sections are 10179 rpm and 24346 rpm, respectively. Thus, usingEquations 1 and 2 above, the performance quantities for the low and highpressure turbine sections are:

PQ _(ltp)=(A _(lpt) ×V _(lpt) ²)=(557.9 in²)(10179 rpm)²=57805157673.9in²rpm²   Equation 1

PQ _(hpt)=(A _(hpt) ×V _(hpt) ²)=(90.67 in²)(24346 rpm)²=53742622009.72in² rpm²   Equation 2

and using Equation 3 above, the ratio for the low pressure turbinesection to the high pressure turbine section is:

Ratio=PQ _(ltp/) PQ _(hpt)=57805157673.9 in²rpm²/53742622009.72in²rpm²=1.075

In another embodiment, the ratio was about 0.5 and in another embodimentthe ratio was about 1.5. With PQ_(ltp/) PQ_(hpt) ratios in the 0.5 to1.5 range, a very efficient overall gas turbine engine is achieved. Morenarrowly, PQ_(ltp/) PQ_(hpt) ratios of above or equal to about 0.8 aremore efficient. Even more narrowly, PQ_(ltp/) PQ_(hpt) ratios above orequal to 1.0 are even more efficient. As a result of these PQ_(ltp/)PQ_(hpt) ratios, in particular, the turbine section can be made muchsmaller than in the prior art, both in diameter and axial length. Inaddition, the efficiency of the overall engine is greatly increased.

The low pressure compressor section is also improved with thisarrangement, and behaves more like a high pressure compressor sectionthan a traditional low pressure compressor section. It is more efficientthan the prior art, and can provide more compression in fewer stages.The low pressure compressor section may be made smaller in radius andshorter in length while contributing more toward achieving the overallpressure ratio design target of the engine.

As shown in FIG. 3, the engine as shown in FIG. 2 may be mounted suchthat the high pressure turbine 54 is “overhung” bearing mounted. Asshown, the high spool and shaft 32 includes a bearing 142 which supportsthe high pressure turbine 54 and the high spool 32 on an outer peripheryof a shaft that rotates with the high pressure turbine 54. As can beappreciated, the “overhung” mount means that the bearing 142 is at anintermediate location on the spool including the shaft, the highpressure turbine 54, and the high pressure compressor 52. Stated anotherway, the bearing 142 is supported upstream of a point 501 where theshaft 32 connects to a hub 500 carrying turbine rotors associated withthe high pressure turbine (second) turbine section 54. Notably, it wouldalso be downstream of the combustor 56. Note that the bearing 142 can bepositioned inside an annulus 503 formed by the shaft 32 and the hubassembly 500 so as to be between the shaft and the feature numbered 106and it still would be an “overhung” configuration.

The forward end of the high spool 32 is supported by a bearing 110 at anouter periphery of the shaft 32. The bearings 110 and 142 are supportedon static structure 108 associated with the overall engine casingsarranged to form the core of the engine as is shown in FIG. 1. Inaddition, the shaft 30 is supported on a bearing 100 at a forward end.The bearing 100 is supported on static structure 102. A rear end of theshaft 30 is supported on a bearing 106 which is attached to staticstructure 104.

With this arrangement, there is no bearing support struts or otherstructure in the path of hot products of combustion passing downstreamof the high pressure turbine 54, and no bearing compartment supportstruts in the path of the products of combustion as they flow across tothe low pressure turbine 46.

As shown, there is no mid-turbine frame or bearings mounted in the area402 between the turbine sections 54 and 46.

While this invention has been disclosed with reference to oneembodiment, it should be understood that certain modifications wouldcome within the scope of this invention. For that reason, the followingclaims should be studied to determine the true scope and content of thisinvention.

1. A turbine section of a gas turbine engine comprising: a fan drive turbine section; and a second turbine section, wherein said fan drive turbine section has a first exit area at a first exit point and is configured to rotate at a first speed, wherein said second turbine section has a second exit area at a second exit point and is configured to rotate at a second speed, which is faster than the first speed, wherein a first performance quantity is defined as the product of the first speed squared and the first area, wherein a second performance quantity is defined as the product of the second speed squared and the second area; wherein a ratio of the first performance quantity to the second performance quantity is between about 0.5 and about 1.5; and said second turbine section driving a first shaft , and said first shaft being supported on a bearing , said bearing being mounted on an outer periphery of said first shaft at a location that is upstream of point where the first shaft connects to a hub carrying turbine rotors associated with said second turbine section.
 2. The turbine section as set forth in claim 1, wherein said ratio is above or equal to about 0.8.
 3. The turbine section as set forth in claim 1, wherein said fan drive turbine section has at least three stages.
 4. The turbine section as set forth in claim 1, wherein said fan drive turbine section has up to six stages.
 5. The turbine section as set forth in claim 1, wherein said second turbine section has two or fewer stages.
 6. The turbine section as set forth in claim 1, wherein a pressure ratio across the fan drive turbine section is greater than about 5:1.
 7. The turbine section as set forth in claim 1, wherein a second shaft associated with said fan drive turbine is supported by a second bearing at an end of said second shaft, and downstream of said fan drive turbine.
 8. The turbine section as set forth in claim 1, wherein said fan drive and second turbine sections are configured to rotate in opposed directions.
 9. The turbine section as set forth in claim 1, wherein there is no bearing support structure positioned intermediate said fan drive and second turbine sections.
 10. A gas turbine engine comprising: a fan; a compressor section in fluid communication with the fan; a combustion section in fluid communication with the compressor section; a turbine section in fluid communication with the combustion section, wherein the turbine section includes a fan drive turbine section and a second turbine section, wherein said fan drive turbine section has a first exit area at a first exit point and is configured to rotate at a first speed, wherein said second turbine section has a second exit area at a second exit point and is configured to rotate at a second speed, which is higher than the first speed, wherein a first performance quantity is defined as the product of the first speed squared and the first area, wherein a second performance quantity is defined as the product of the second speed squared and the second area; wherein a ratio of the first performance quantity to the second performance quantity is between about 0.5 and about 1.5; said second turbine section driving a first shaft, and said first shaft being mounted on a bearing, said bearing being mounted on an outer periphery of said first shaft at a location upstream of a point where the first shaft connects to a hub carrying turbine rotors associated with said second turbine section.
 11. The engine as set forth in claim 10, wherein said ratio is above or equal to about 0.8.
 12. The engine as set forth in claim 10, wherein the compressor section includes a first compressor section and a second compressor section, wherein the fan drive turbine section and the first compressor section are configured to rotate in a first direction, and wherein the second turbine section and the second compressor section are configured to rotate in a second opposed direction.
 13. The engine as set forth in claim 12, wherein a gear reduction is included between said fan and said second shaft driven by the fan drive turbine section such that the fan rotates at a lower speed than the fan drive turbine section.
 14. The engine as set forth in claim 13, wherein said fan rotates in the second opposed direction.
 15. The engine as set forth in claim 10, wherein a second shaft associated with said fan drive turbine is supported by a second bearing at an end of said second shaft, and downstream of said fan drive turbine.
 16. The engine as set forth in claim 15, wherein a third bearing supports said second compressor section on an outer periphery of said first shaft driven by said second turbine section.
 17. The engine as set forth in claim 16, wherein a fourth bearing is positioned adjacent said first compressor section, and supports an outer periphery of said second shaft which is configured to rotate with said fan drive turbine section.
 18. The engine as set forth in claim 12, wherein there is no bearing support structure positioned intermediate said first and second turbine sections.
 19. A gas turbine engine comprising: a fan; a compressor section in fluid communication with the fan; a combustion section in fluid communication with the compressor section; a turbine section in fluid communication with the combustion section, wherein the turbine section includes a fan drive turbine section and a second turbine section, wherein said fan drive turbine section has a first exit area at a first exit point and is configured to rotate at a first speed, wherein said second turbine section has a second exit area at a second exit point and is configured to rotate at a second speed, which is higher than the first speed, wherein a first performance quantity is defined as the product of the first speed squared and the first area, wherein a second performance quantity is defined as the product of the second speed squared and the second area; wherein a ratio of the first performance quantity to the second performance quantity is between about 0.8 and about 1.5; and the compressor section including a first compressor section and a second compressor section, wherein the fan drive turbine section and the first compressor section will rotate in a first direction and the second turbine section and the second compressor section will rotate in a second opposed direction, a gear reduction included between said fan and first compressor section, such that the fan will rotate at a lower speed than the fan drive turbine section, and said fan will rotate in the second opposed direction.
 20. The engine as set forth in claim 19, wherein a gear ratio of said gear reduction is greater than about 2.3. 